Automatic train-stop



H. C. TAYLOR.

AUTOMATIC TRAIN STOP. APPLICATION FILED SEPTKII, 1911..

1,371,206, Patented Mar. 8,'1921.

2 SHEETS-SHEET 1- Q & Q;

H. C. TAYLOR.

AUTOMATIC TRAIN STOP. I APPLICATION mm SEPT. 11', 1917.

l ,3? 1,206, Patented Mar. 8,1921.

2 SHEETSSHE ET 2- HLZTagZo UNITED STATES PATENT OFFICE.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Mar. 8, 1921.

Application filed September 11, 1917. Serial No. 190,765.

To all whom it may concern:

Be it known that I, HARRY C. TAYLOR, a citizen of the United States, residing at Vest Frankfort, in the county of Frankl n and State of Illinois, have invented certain new and useful Improvements in Automatlc Train-Stops; and I do hereby declare the following to be a full, clear, and exact de scription of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automatic stopping devices for trains and the primary object of the invention is the provlsion of means carried by the train for automatically setting the air brakes, closing the throttle and blowing the whistle.

Another object of the invention is the provision of a shoe carried by the locomotive, which is adapted, when hit by a track mechanism, to automatically and simultaneously set the brakes, release the throttle locking mechanism and blow the whistle.

A further object of the invention is an improved mechanism attached to the shoe carried by the train for closing the throttle when the shoe is actuated.

A still further object of the invention is the provision of a train stop of the above character, which is durable and eflicient in use, one that is simple in construction, and one that can be placed upon the market at a reasonable price.

With these and other objects in view, the invention consists in the novel construction, arrangement and formation of parts as will be hereinafter more specifically described, claimed, and illustrated in the accompanying drawings, forming a part thereof, in which Figure 1 is a side elevation of a locomotive partly in section showing the improved train stopping mechanism attached thereto, 1

Fig. 2 is a detail section through the air train pipe illustrating the means for openin the valve in the air pipe for setting the brakes,

Fig. 3 is a detail section through the cylinder for operating the valve mechanism for the air brakes,

Fig. 4 is a detail section through the cylinders and showing the means for operating the whistle,

Fig. 5 is a detail section showing the valve for leading the air into the cylinders for op erating the throttle, brakes and whistle and the operating means therefor,

Fig. 6 is a detail side elevation showing the means for operating the throttle,

Fig. 7 is a detail side elevation of the track and trip mechanism, and

Fig. 8 is a front elevation of the improved track trip mechanism.

Referring to the drawing in detail, wherein similar reference numerals desigcrate corresponding parts throughout the several views, the numeral 1 generally indicates the improved train stopping mechanism which is adapted to be attached to the ordinary type of locomotive 2. The improved train stopping mechanism 1 includes an air pipe 3 leading from the compressed air storage tank 4 carried by the locomotive and the air pipe has a plurality of branch pipes 5, 6, and 7 connected thereto. Each of the branch pipes 5, 6, and 7 leads to a separate cylinder, the purpose of which, will hereinafter more fully appear. The air pipe 3 has a valve casing 8 positioned therein and the casing rotatably receives a valve 9 which has a passage way 10 formed therein.

A crank 11 is rigidly secured to the valve 9 and extends out of the valve casing 8 and is pivotally connected by means of a pivot pin 12 to an operating rod 13 which extends the length of the locomotive. The outer end of the rod 13 is pivotally connected to a vertical arm 14 by means of a pivot pin 15 which extends through a slot 16 formed in the arm 14. The arm is pivotally supported by a pin 17 secured to the locomotive. The free end of the arm 14: has rigidly connected thereto a foot 18 which is adapted to be engaged by track trip mechanism 19 and when the foot strikes the trip mechanism, the lower end of the same will be thrown rearwardly, thus drawing the operating rod 13 forwardly and actuating the crank 11 and thus opening the valve 9, which allows the compressed air to escape from the tank 4 into the pipe 3 and the branch pipes 5, 6, and 7. The branch pipe 5 leads to the upper portion of a cylinder 20 in which is slidably mounted a piston 21. The piston 21 carries the rod 22 to which is rigidly connected at the, outer end thereof, the horizontal arm 23, which is in turn pivotally connected by means of a pivot pin 24 to an actuating lever 25, which is pivotally connected to the operating arm 26 of the whistle 27, thus when the compressed air enters the cylinder 20, the piston 21 will be forced downwardly which actuates the whistle, through the levers 23 and 25. The branch pipe 6 leads to a cylinder 28 having a piston slidably mounted therein, which carries the downwardly extending rod 29. The rod 29 is pivotally secured at its lower end by means of a pivot pin 30 to an actuating lever 31 which is pivotally secured intermediate its ends by a pivot pin 32 to the locomotive. The outer end of the operating arm 31 is provided with a slot 33, which slidably receives a pin 34 rigidly carried by the connecting link 35 carried by the throttle lever 36. The throttle lever 36 is pivotally secured as at 37 to the segmental rack bar 38 and slidably mounted on the throttle lever is a dog 39. An operating handle 40 is pivoted to the upper portion of the throttle lever and the connecting link 35 unites the dog 39 and the operating handle. Thus when the air enters the cylinder 28, the piston will be forced downwardly carrying the rod 29 therewith, which will force the inner end of the operating rod downwardly and the outer end upwardly, thus drawing the sliding dog 39 from out of engagement with the teeth of the segmental rack 38 through the medium of the pin 34 carried by the link 35, which releases the throttle lever and permits the engineman to promptly swing the throttle lever and close the throttle valve.

The branch pipe 7 extends to the upper portion of a cylinder 41 which has slidably mounted therein the piston 42. The piston 42 carries the downwardly extending rod 43 which has formed on its lower end the rack 44. The rack 44 meshes with a pinion 45 carried by the stem '46 of a valve 47 which is rotatably mounted in the air train line 48 and thus when the piston is forced downwardly by the compressed air, the pinion will be rotated which will turn the valve 47 and thus allow the air to escape from the train pipe line and thus set the air brakes. A suitable hand operated valve 49 is interposed in the branch pipe 7 so that the air can be shut off from the cylinder 41 when so desired. A lever 50 is pivotally secured to a segmental rack 51 carried by the locomotive and this lever is pivotally connected by means of a pin 52 to the inner end of the operating rod 13 and thus by moving the lever 50, the valve 9 can be closed after the same has been actuated by the track trip mechanism 19, or the lever can be used to operate the train stopping mechanism by hand. A sliding dog 53 is mounted on the lever 50 for engagement with the teeth of the segmental rack and an operating handle 54 is pivotally secured to the upper portion of the lever and a connecting link 55 unites the operating handle with the dog. A U-shaped link 56 is pivotally connected to the operating lever 50 and this link is thrown over the top of the operating handle 54', which normally holds the dog 53 from out of engagement with the rack, so that the device can operate automatically. Suitable exhaust'openings 57 are provided in the cylinders so as to allow the air to escape from the cylinders when the pistons have reached a predetermined point.

The track trip mechanism 19 includes an arm 58 having outstanding lugs 59 formed on the bottom thereof which are rotatably received in brackets 60 rigidly secured on the upper face of a suitable block 61 an chored in the road bed. A leaf spring 62 is bolted to the block 61 as at 63 and normally holds the arm in its raised position. A head 64 is formed on top of the arm for engaging the shoe 18 carried by the train stopping mechanism. From the foregoing description, it can be seen that an improved device is provided, which is simple in construction and one that will operate eiiiciently to set the brakes, close the throttle and blow the whistle.

In practice, I have found that the form of my invention, illustrated in the accompanylng drawings and referred to in the above description, as the preferred embodiment, 1s the most eflicient and practical; yet realizlng the conditions concurrent with the adoption of my device will necessarily vary, I desire to emphasize the fact that various minor changes in details of construction, proportion and arrangement of parts may be resorted to, when required without sacrificing any of the advantages of my invention as set forth.

What is claimed is Safety means for railway trains, the same comprising an operating rod, means partly carried by the locomotive and partly disposed along the track for automatically actuating the rod at predetermined points,

means on the locomotive for manual operation of the said rod, a compressed air reservoir, a pipe leading from the reservoir and hav ng a valve connected with the said operating rod, a plurality of piston contained cylinders connected by branch pipes with the plpe leading from the reservoir, a signal having connection with the piston of one of said cylinders to be'operated thereby, a throttle lever release having connection with the piston of another one of the cylinders to be operated thereby, and a valve in the train line having connection with the piston of the remaining cylinder to be actuated thereby. In testimony whereof I afiix my signature in presence of two witnesses.

HARRY C. TAYLOR. Witnesses J. A. LAMKIN, J. W. GREAR. 

